Reversible speed-changing mechanism



l.. PEAsE 2,542,351 REVERSIBLE SPEED CHANGING MECHANISM 4 Sheets-Sheet l |llllilllll: m VIL; I llllfMmUllF I l I l l I l I ln v UHMMMMMMMLMHMHME n.@L m n T- lllf-, T l.. n1 1 n n u ma 1./5 F n r I i I l lllltl l Feb. 20, 1951 Filed Aug. 15, 194e fo/ref Pease BY AT oRNEY 7' L. PEASE REVERSIBLE SPEED CHANGING MECHANISM Feb. 20, 1951 mvemon Lionel Pease BY ATTORNEY.

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Feb. 20, 1951 1 PEAsE REVERSIBLE SPEED CHANGING MECHANISM 4 Sheets-Sheet 3 Filed Aug. l5. 1946 Lionel Pease ATT RNEY.

Feb. 20, 1951 PEAsE REVERSIBLE SPEED CHANGING MECHANISM Filed Aug. 15, 194e Patented Feb. 20, 1951 REVERSIBLE- SPEED-CHAN GIN G MECHANlSDM Lignellease, Seattle, Wash., assigner to Frank Ijgf Draper, Seattle, Wash.

Application August 1K5, 1946, Serial No. 690,670 3.(21ili111S-- (CL, 19g-1) Ther primary aim ciA` invention is the pref vision or a rever-sible seeaflfchaegngmechanism the driven. or power-output Shaft of; whim is in: stantlv reversible from rotation in one direction,

at, one rate of speed to rotation in the oppositel direction at another rate of speed, op is instantlyl stopped and; positively locke-d against rotation,

Another primary aim and impcrtantotiect ofthe invention is to provide a reversible speeds changing mechanism especially designed and adapted for incorporation and use. with a sawmill carriage set Works; for effecting power actuation of the same and in consequence successive ad, vancement of` the, log to` the sawlin during outfting operations; for positively preventing overtravel orover-running of the set Work-S regardless of the weight of the load; for stopping the set works in any intermediate position of travel and instantly reversing same to rectify errors in setting; and forpositively locking the set works in any predetermined advanced or retracted posieV tion independently of-A the torque. transmitting members of the mechanism.

A further object of the invention is the provision of a reversible speed-changing mechanism capable of withstanding excessive" shocks and stresses incident to highl speed operation andv to handling heavy loads, such as logs or large timbers.

A s till further object is the provision of a re.v versible speed-chainging' mechanism adaptable for use with classes of machinery, wherein it is desirable to have a relatively slow motion in one direction followed by a rapid return movement in the opposite direction, this in order to reduce the idle or non-productive periods of the same.

A still further object is the provision of a reversible speed-changingmechanism adaptable for either pneumatic or hydraulic actuation, and for control from either a local or remote station! which latter feature is especially advantageous and beneficial in sawmill operations; inasmuch as it enables the operator to observe the Work from a safe distance; cuts down accident hazards and materially reduces operational costs.

With the foregoing in"`yiew, the invention essentially resides,v and is more particularly concerned inthe provisionof a reversible speedchanging mechanism, which in its preferredv ernlzodiment is characterized by the employment of freely rotating dual driving shafts having duid-- distensible torque transmitting or clutch structures rigidly secured thereto for rotation therewith and adapted to individually or selectively connect said shaftsV With a suitable source or power: an intermediate or brake shaft operatively connected to said driving shafts for reverse rotation thereby at different rates of speed; a nonrotatable uid-distensible brake structure adaptable for independently and positively locking the intermediate shaft against rotation during idle periods of said torque transmitting structures; a driven or power-output shaft connected with and reversely rotated at dilerent rates of speed by said intermediate shaft; means for conducting pressure uid to the torque transmitting and brake structures to distend same; and valve means interposed at any desired point orsuitable location in the pressure fluid conducting means, adaptable to maintainl the brake structure distended during deflated periods of the torque transmitting` structures and to be deflated simultaneously with the distention of either of said last mentioned structures and conversely to be distended simultaneously with the deflation of the distended torque transmitting structure, all of which are to be correlated in the broad aim ci' enhancing the eilciency of the pre"ent mechanism for the uses and purposes for which it is primarily designed.

The above, and additional objects which will hereinafter be more specically treated are attained by such means as are shown in the accompanying drawings, described in the following specification, and then more clearly pointed out in the, claims Which are appended hereto and form part of this application.

With reference to the drawings, in which there are illustrated two embodiments of the invention, and throughout the several views of which like characters of reference designate similar parts:

YFigure 1 is a plan view of a reversible speed* changing mechanism comprehended by the present invention, and as it would appear when associated with and operatively connected to a sawmill carriage set Works;

Figure 2 is a side elevation of the same;

Figure 3 is an enlarged plan View of the reversible speed-changing mechanism with certain parts thereof broken away and shown in section and certain other parts omitted for clarity of illustration;

Figure 4 is a longitudinal vertical section taken on the line 4-4 of Figure 3;

Figures 5 and 6 are transverse vertical sections taken on the lines 5-5 and i-i i, respectively, of Figure 8; Figure 7 is a fragmentary longitudinal vertical section taken on the line l-l of Figure 3 g Figure 8 is a fragmentary transverse vertical section taken on the line 8 8 of Figure 3 with certain parts shown in elevation;

Figure 9 is a vertical medial section of the multi-port solenoid actuated brake control valve taken on the line 9-9 of Figure 2;

Figure 10 is a similar section of the multiport solenoid actuated clutch control valve taken on the line lil-lll of Figure 2;

Figure 11 is a diagrammatic View of the electrical circuit of the solenoid actuated brake and clutch control valves;

Figure 12 is a plan view on a reduced scale of the reversible speedchanging mechanism employing an alternative type of power drive and valve control.

Figure 13 is a side elevation of the same;

Figure 14 is a vertical medial section of theV alternative type of manually operable brake and clutch control valve; and v Figure 15 is a horizontal section of the same taken on the line l5l5 of Figure 14, with certain parts broken away.

In the present disclosure, I have elected to show and describe the reversible speed-changing mechanism of the invention as operatively adapted and designed to function as a sawmill power set works, but it is to be here understood that this is merely for purposes orf illustration, inasmuch as the present reversible speed-changing mechanism has many adaptations and varied applications.

In the drawings, the numeral El! designates a sawmill carriage; 2|, the carriage headblocks;

. 22, the carriage knees or movable uprights reciprocatively mounted upon the headblocks; 23, sprocket chain gearing operatively and medially disposed within the headblocks in co-extensive relation thereto and connected to the knees for effecting advancement and retraction of same; 2li, a reversely rotatable sectional set shaft having its terminal portions journalled in corresponding ends of the carriage headblocks and operatively vconnected thereat to the sprocket chain gearing thereof for effecting reciprocative movement of the latter; and,` 25, a log or other piece of timber resting upon the headblocks 2i, and adapted to be progressively advanced to the saw line by the knees 22 following each cut from the log.

In the beginning the detailed description of the reversible speed-changing mechanism of the present invention, it should rst be stated that the aforementioned reversely rotatable sectional set shaft 2Q forms and constitutes the longitudinally disposed driven or power-output shaft of the present mechanism, accordingly, the center section of said shaft is journaled, intermediate its length, within a sectional worm gear casing 4 shown in Figs. 3, 5 and 7. The inner Yend of the lower or main body section.28 of the casing 26 is angularly formed, as at 34, to snugly fit upon the outer and upper faces of the sawmill carriage side member above mentioned, and, in the present instance, said body section is detachably secured to such member, as `by horizontally and vertically disposed bolts 35. Y

I-Ioused within the casing 26 and keyed or otherwise rigidly secured to the center section of vthe driven shaft 2li is a worm wheel 33 normallyA meshing, upon its underside, with a worm 3l integrallyformed upon, or rigidly secured in any suitable manner to, the inner end portion of a laterally disposed brake or intermediate shaft 38 journalled, adjacent the ends of the worm 31, within axially aligned bushed bosses 2S carried by the interior walls ofthe lower or body section 28. Interposed between the ends of the worm 3l and the bosses 33 ar'e antifriction or thrust bearings d3. For a purpose about to be described, the outer end portion Yof the brake shaft 3S extends from the outer end of the lower or body section 23, and such outer end of said section is provided with a substantially circular flange 4l integrally formed thereon in concentric relationfto the axis of rotation of said brake shaft;

'The reference numeral 42'designates va 'longitudinally disposed spur gear casing, of elongated and relatively 'shallow'formationj said casing being provided with semi-circular ends and having a circular mounting pad 43 integrally formed upon'its back or rear face nearer one end of the casing than the Yother and in symmetric relation to the major axis thereof, see Figs. l, 3 and 5. The spur gear casing l2 is adapted to be mounted upon the body section 2S, with the pad 43 of such casing in abutting and concentric relation vwith the flange of I said section, and when so mounted is detachably secured to the latter by capscrews lill. A casing cover 45 similar in contour tothe casing Q2 is removably secured to the forward :face of ysaid casing by cap screws Ml, The outer end portion of the brake shaft 3S extends through both the casing 42e-nd cover 155, with its terminal portion projecting from the latter for a purpose shortly to bedescribed. Housed within the casing 42 and keyedor otherwise rigidly secured to the brake shaft 38 is a spur gear 46,' and similarly secured tothe terminal portion of the brake shaft 38 above mentioned is a brake or locking wheel 48 adapted to be frictionally engaged by a non-ro- 23, provided for such purpose with axially spaced and hushed split bosses 21, said casing being removably mounted, in a manner hereinafter described, upon the adjacent side member of the sawmill carriage 2i), substantially midway the length of said member to extend laterally therefrom. The casing 26 essentially consists of a rectangularly shaped lower or main body section 28 and a semi-circular upper or cover section 29, each having half of the aforementioned split Vbosses 2l integrally formed thereon. The lower section 28 is provided with a flange 30 and the upper section 29 is similarly provided with a flange 3l, which flanges are secured in abutting and sealed relation, adjacent the split bosses 21,

tatable fluid-distensible cushioning brake or locking structure 49 of the constricting type, which is 'well known in the industrial art, hence, no claim is made herein for any novelty in such structure, per se; however, novelty is claimed herein for the combination of such structure, or its mechanical equivalent, with the otherv elements or features of the mechanism herein shown and described. Y f

In view of the fact that the Vconstruction of the brakeor'locking structure lll! is familiar to those skilled in the art, it is thought a brief de- Scription will ,suce for a ready understanding of the present application of the same. The numeral 50 designates an lannular flanged member by cap screws 32, and at their outer ends, by l.

slightly smaller cap screws 33, all as more clearly adapted to be detachably secured, .as by cap screws 5l, tothe outer face of the casing cover 45, in a common plane with and in concentric spaced relation to the brake wheel 38. Rigidly secured, in anysuitable mannento the inner wall surface of the member 53 is an annular fluidvalve 84,said valve 96 having its fluid pressurev inlet port 91 located inthe same position on its valve body as the corresponding port of the valve 84, but, differing from the latter by having its fluid pressure outlet and exhaust ports 99 and 99, respectively, located in the upper portion of its valve body. The pressure-balanced and spring-pressed valve pisto-n |99 of the valve 95, when in the lowered or spring depressed position, shown in Fig. 19, cuts olf communication between the fluid pressure inlet and outlet ports 91 and 98, but functions to establish and maintain communication between the outlet and exhaust ports 99 and 99, until the solenoid |9| is energised to raise the valve piston |99 and thereby establish communication between the ports 91 and 98.

VThe inlet ports 91 of the valves 99 are connected to the fluid pressure supply pipe 92, while the outlet ports 98 of said valves are connected by pipes |92 to the rotorseal 12 of the torque transmitting structures 93, said pipes |92, each hav# ing a quick-opening automatic exhaust valve 94 interposed therein adjacent said structures 93, whereby deflation of the latter is rapidly effected.

In the electrical diagram of the solenoid coil circuit illustrated in Fig. l1', the numerals |93 and |94, respectively, designates the positive and negative sides of such circuit, which are connected at a common end to a source of electrical energy; not shown. In series with the posiu tive side |93 of said circuit is the coil |95 of the brake' solenoid valve 84, and branching from said positive side |93, at the negative end of the coil |95, are leads |99 having the coils |91 of the clutch solenoid valves 96 in series therewith, said leads at their outer ends being connected to corresponding poles or points of push button, two point make, switches |98 and |99, respectively, the opposite poles or points of which are connected to the negative side |94 of the solenoid coil circuit. From the foregoing description, and by referring to Fig. 1l, it will be noted and observed that the brake valve solenoid coil |95 is adapted to be energized each time either j of the clutch valve solenoid coils |91 are enersimultaneously with the deflation of the distendf ed clutch structure, as will hereinafter be made more apparent in the operational description of the present mechanism. In the two-way electrical control, above described, the push button switch |99 functions as the brake releasing and clutch engaging switch for low operational speed of the mechanism, while, the push button switch |99 functions as the brake releasing and clutch engaging switch for reversed rotation and relatively higher operational speed of the same. The push button switches |93 and |99 also form and constitute Va brake and clutch control station, which may be located in close proximity to the mechanism, or remotely therefrom, as desired and found expedient.

The operation of the reversible speed-changing mechanism and its associated sawmill carriage set works is as follows: with the driving sprocket wheels 9| rotating in opposite directions and at the same speed, and with the pistons of the solenoid valves 84 and 96 in the lowered position shown in Figs. 9 and 10, the brake shaft 33 is locked against rotation, by reason of the fact that the member 52 of the brake structure 49 is distended, and also at such time, the

sprocket wheels 9| are idling due to the fact that the members 91 of the torque transmitting struce tures 63 are deated, with these conditions prevailing, the operator or Sawyer closes or de-- presses the push button switch |93 to jointly energize the solenoid coil |95 and its related solenoid coil |91, thus elevating their valve pistons 81 and |99 and thereby effecting simultaneous deflation of the member 52 and distention of the member 61 of the related torque transmitting structure 63, which deilation unlocks or releases the shaft 3S for rotation, while said distention causes the friction shoes 98 of the above mentioned structure 93 to engagev the periphery of its related clutch drum 92, whereby torque is transmitted from the sprocket wheel 9| to the shaft 51, which torque in turn is transmitted thru the spur pinion 55 and spur gear i9 to the intermediate shaft 38, fromY which it is tran-V mitted through the worm 31 and worm wheel 39 to the driven or set shaft 24 for imparting rectilinear motion to the sprocket chain gearing 23 to cause the knees 22 to advance the log 25 to the saw line, following which the operator releases or opensthe push button switch I99`to cause instant locking of the shaft 39 and the holding of the log 25 at the selected or predetermined saw line. The opening of the switch |99 reverses the cycle of operation above described, in that the solenoid coil |95 and related coil |91 are de-energized permitting 'the valve springs aided by gravity to return the valve pistons 91 and |99 to their lowered positions, thus effecting simultanrous disention of the brake structure 49 and deflation of the distended torque transmitting structure 53, which deflation releases the friction shoes 99 of the latter from en' gagement with its clutch drum 92, thereby breaking the driving connection between the shaft 51 and its reated driving sprocket 9|. Io return the knees 22 to a fully retracted position, to receive another log, or to reset same Vat any time to rectify any errors in setting, or during log turning periods, the operator closes or depresses the push button switch -599 to jointly energise the solenoid coil |95 and its related solenoid coil |91, whereupon the cycle of operation above described is repeated, except that reverse torque at a higher rate of speed is transmitted through the shaft 59, spur gears 59 and 49 to the intermediate shaft 33, with the shaft 51 idling meanwhile, thence through the worm 31, worm wheel 39 to the driven or set shaft 24 for impartingireverse rectilinear motion to the chain gearing 23 and thus effect relatively rapid re-- traction of the knees 22, during resetting or full retraction operations. Upon c-ompetion of a resetting or retraction operation the operator opens the switch |99 to cause instant locking of the `shaft 38 and disconnection of the shaft 59 from its related torque transmitting structure 93 in the identical manner to that hereinbefore described for the shaft 51.

From the foregoing description, it will be manifest and apparent that the push button switches |98 and |99 provide an effective simplified control for the reversible speedechanging mechanism and its associated sawmill carriage set works, inasmuch `as manipulation of such switches will instantly effect advancement of the log 25 for cutting operations or conversely instant retraction of the same for rectifying er rors in setting. V

In the alternative type of power drive and valve control illustrated in Figs. 12 to 15, iniactas-s1 9 exclusive, a' cable or rope' drive and afmanually `operable fluid pressure control valve are 'substituted for thesprocket drive and Solenoid control valves hereinbefore described for the pre- `ferred form.

The numeral lll) designates sheaves, which replace the sprocket wheels 6| and designates an endless cable or rope, adapted to pass over and under one sheave, thence over and under the other sheave, from which it extends gto an idler sheave ill-2, around which it passes to extend in the o'pp'osite direction to pass under and over a drive sheave H3, thence under and over a second idler sheave H4 to extend to a third idler sheave H5, around which it passes to comprising a valve body |25; an oscillative` dome-shaped valve cover or bonnet |22;r avalve operating handle |23; a downwardly depending valve stern |2Ll; aheli'cal compressi-on spring |25; an antiefriction thrust collar|25g and a retainingnut |27.

The valve |23, in the present instance, is a rive-way valve, hence, the valve body |2| is provided with a uid pressure inlet port |23; a fluid pressure outlet port |29 for the fluid-distensible brake structurellficl; fluid` pressure outlet ports'A |30 for the fluid-distensible torque transmitting structures $311;Y and a fluid pressure exhaust port |3I. rlfhe fluid pressure inlet port |23 isconnected by a pipe 92a to a suitable source `of fluid pressure, not shown; the duid pressure outlet:

port |29 is connected by a pipeilc to `the fluiddistensible member of the brake structure 49u, said pipe 93a having a quick-opening automatic exhaust valve 94a interposed therein; the iiuid pressure outlet ports |39 are each connected by pipes |{2a to the rotor seals 72a of their related torque transmitting structures 33a, said pipes |D2a also having quick-opening automatic exhaust valves 94a interposed therein. The fluid pressure exhaust port |3| is provided with an exhaust pipe |32, whereby the exhaust fluid pressure is carried oil and dissipated at any suitable or desirable point.

The valve body |2|, at its upper end, is provided with a flat valve face, upon which all of the fluid pressure ports above described open, and seating upon said face is the oscillative dome shaped valve cover |22 also provided with a flat valve face for such purpose, said last mentioned face having an outer semi-circular groove |33 and an inner circular groove |34 concentrically formed therein, also formed in said face in the same curvilinear plane and in diametrically opposed relation to the semi-circular groove |33 is a relatively short arcuate groove |35, which latter is connected and communicates with the inner circular groove |34, as shown more clearly in Fig. 15.

To positively maintain the oscillative valve cover |22 in seated relation upon the valve body |2|, the valve stern |24, at its upper end, is threadedly secured within the cover |22 and extends downwardly therefrom through the valve body l2! and the concentrically recessed lower end |35 of the same, wherein the helical compression spring |25 is housed, which latter im l0 poses fa rconstant'tension on said stem by reason of the fact that it abutsyat its lower end, the thrust collar |25 carried upon t-he lower end of the stem |24, which collar is held against downward axial `dislc'idgementfby the retaining nut |21. The oscillativevalve cover |22 upon its upper face is provided with an upwardly extending axial stub |31 to which is detachably secured, as by a set screw 'I 33, the valve operating handle |23. To limit oscillative movement of the valve cover in relation to the body |22, said cover is provided with a lug |39, which latter at the limit of oscillative travel of the cover in either direction is adapt-ed to abut stop lugs |49 formed upon the periphery of the bod-y `|2|.

In the operation of the alternative form of valve control, with the valve operating handle |23 in'its mid-position shown in full lines in Fig.

.15; the brake structure 49a is distended and the torque transmitting. structures 63a are deflated, for the reason that the liuid pressure inlet port '|28 is in communication with the Huid pressure outlet port |29, and the fluid pressure outlet ports |33 are in communication with the fluid pressure exhaust port |3|`. To impart a log advancing movement to the 'driven or set shaft 24a, the operating handle |23 is moved to the dotted line position in yFig.` 15, whereupon the brake structure 43a is de'ated and the left tordue transmitting structur is distended to transmit torque to the shaft 24a in the identical manner hereinbefore described forv the shaft 24. Rotation of the shaft 213e may be arrested at any time by returning the dperating handle |23`to its mid-position, at which time the brake structure 49a is again distended and the distended torquetransmitting structure 63a deflated; To effect reverse rotation of the shaft 24a, the handle |23 is moved to the dot and 'dash line position in Fig. 15, at which time the brake structure is again deflated and the right torque transmitting structure 33 distended to thereby transmit reverse torque to the shaft 23a as hereinbefore set forth for the shaft 24.

In the present disclosure two driving shafts are provided for furnishing one speed forward and one speed in reverse; however, it is to be understood that additional driving shafts may be provided for furnishing or obtaining two or more forward driving speeds when necessary.

In conclusion, I desire to state that while I have herein shown and described the electrically operated valves 84 and 36 in combination with the sprocket type of drive, and the manually operable valve |2 in combination with the rope type or" drive, such valve controls may be employed interchangeably with either type of drive, as found expedient.

Manifestly, therefore, the reversible speedchanging mechanism of the invention is comparatively simple in construction and operation; is easy to install; is positive and efficient in use; will not readily get out of order; and may be manufactured at a relatively low cost.

While I have herein shown and described the invention with Sufcient detail to enable those skilled in the art to understand the mode of construction and the principles involved, it is to be understood that there is no intentional limitation herein to the specific forms and precise details of construct-ion of the invention shown and described, except as expressly dened by the appended claims, and it .is to be further understood that various changes and modifications of such construction may be resorted to without departe l1 Y ing fromV the spirit of the invention or the benefits derivable therefrom.

What'I claim as my invention, and desire to secure by LettersPatent, is:

1. The combination, in a reversible power trans- Y mission mechanism, of a reversible power out-put shaft; a worm gear xedly secured to said shaft; a brake shaft having a worm for meshing with said worm wheel; a spur gear and a brake drum xedly secured to said brake shaft in axially spaced relation; brake means associated with sad brake drum for arresting rotation thereof; power transmission shafts disposed on each side of said brake shaft in spaced parallel relation thereto; spur gears fixedly secured to said transmission shafts for meshing with the spur gear on said brake shaft; sprocket whee s revolubly mounted upon'said transmission shafts; driving means for reverselyrrotatng said sprocket wheels; and

, clutch means individual to each'of said sprocket Wheels for selectively and drivably connecting the same to their respective power transmission shafts.

2. The combination, in a reversible speedchanging mechanism, of a reversible power output shaft; a worm gear fixedly secured to said shaft intermediate the length thereof; a brake shaft disposed in substantially perpendicular retation thereof; power transmission shafts disposed on each side of said brake shaft in spaced parallel relation thereto; a spur gear xedly secured to one of said transmisson shafts for meshing with the spur gear of said brake shaft, where- 'by such interconnected shafts are driven at substantally the same speed; a spur pinion xedly secured to the other of said transmission shafts for meshing with the spur gear of said brake shaft, whereby the latter is reversely rotated at a relatively low speed; sprocket wheels revolubly mounted upon said transmission shafts; driving means for reversely rotating said sprocket wheels; fluid-distensible clutches individual to each of said sprocket wheels for selectively and drivably connecting the same to their respective power transmission shafts; andrfluid pressure supply means for said fluid-distensible brake means and said iiuid-distensible clutches.

3. The combination dened in claim 2,` in which the fluid pressure supply means include valve means wherebydistention of the selected clutch is effected simultaneously with the'deation of said brake means and conversely distention of the latter concurrently with deation of Y the distended clutch. Y

LIONEL PEASE.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Andrus Oct. 16,1945 

